alpiner

Prost je demantovao ovo što je napisano za Hulka. Kaže da nikada tako nešto nije izjavio

Renault didn't want to continue with 'pessimistic' Hulkenberg Renault's Alain Prost says that Renault chose to change its line-up for the 2020 season as it didn't wish to continue with a "negative" Nico Hulkenberg. The German will leave Renault at the end of the 2019 season, with Esteban Ocon stepping in after signing a two-year deal to race alongside Daniel Ricciardo. Hulkenberg, who has been part of the Renault outfit since the 2017 campaign, was quite negative within the team according to Prost, who is currently a director of Renault Sport. "We'll have a hard enough time at Renault next year, so it was important to appoint a motivated driver for next season," admitted the four-time world champion. Prost added that it was keen to sign Ocon, who is "motivated" to get back to racing after spending the 2019 season on the sidelines after losing his seat at Force India last year. "We don't want to have any pessimistic drivers in our team and that's why we chose Ocon, who is very motivated after a year on the side of the road," Prost added. "Nico is pretty negative, but he's also right on certain points. However, we have to look ahead and then we can't use the negativity of a driver. Especially since next year will be a very difficult season for us." With major regulation changes coming in 2021, Prost says that Renault will be firmly focused on the 2021 season next year, meaning that it is expecting a difficult campaign in 2020. "I can be honest, we're going to focus on 2021," Prost stated. "As a result, next season will be a mediocre to perhaps even bad season for us. "Because of the new rules coming up for 2021, it makes no sense for us to develop much more for 2020. We are going to make a lot of changes and hope to perform at a high level in 2021."

Daniel Ricciardo on Anthoine Hubert's death: 'It's an anger it's happened again' Last Saturday, Daniel Ricciardo went through what might best be described as a long, dark night of the soul. Following the death of Formula 2 driver Anthoine Hubert at the Belgian Grand Prix, the Renault driver went back to his hotel and questioned whether it was all worth it. The answer did not come easily, but in the end the Australian raced at Spa on Sunday. Four days on, he sits down with BBC Sport at the start of the Italian Grand Prix weekend, and delves deep into what it takes for a racing driver to confront his fears and race on in such difficult circumstances. "I certainly questioned it," the 30-year-old Australian says. "The reality is, weirdly, I do love it too much. Racing did feel right in the end. Even though I didn't really want to, once I did it, it was like, OK, this actually feels right and normal." For a long time over last weekend, though, it felt anything but normal. "When you're a kid and you see it on TV, and you're not present or not part of it," Ricciardo says, "it still seems like there is some form of distance, or a disconnection to what's happened. "But when you're there and it happens to one of your colleagues, or it's in the same race, it seems more real, and it's like: 'OK, this actually can happen to anyone, and it's here, it's present right now.' "The realisation of us not being invincible does set in. I know my parents stress enough for me already - you know, watching me race and travel the world and being on a plane every few days. You just question it: is it really worth putting not only myself but family under the same amount of stress?" The aftermath of the accident The night of the accident, Ricciardo says, he "didn't get much sleep, and for sure you're asking yourself questions, probably just fighting a little bit with some anger and some frustration of 'why,' you know? "And then also fighting with a few of the emotions of should I actually get up and race tomorrow? Is it the right thing to do morally? Is it the right thing to do for me? "And I kind of did also think: 'Let's see how I feel by lunchtime, and if I'm still having some doubts then maybe the safest thing for me is not to race.' "I kind of wanted to play it by ear. Just running through all these scenarios: 'What if I feel like this? What if that?' "By Sunday morning, I had a bit more clarity. I did manage to sleep a little bit and wake up preparing myself for race day. But it still felt cold and weird. It didn't feel right to be excited to race, just to be happy to be there. It felt like, tick off the minutes and get the job done. "The lead-up to the race, I'd probably just describe it as not very fun in terms of just it was tough to try and go through the motions and go through a routine when that has happened less than 24 hours ago. And, you know, drivers' parade and all that, you're waving to fans, but you don't feel right smiling or being happy, I guess. "It was difficult, just trying to get into the zone, just trying to find any form of rhythm. "Getting in the car on Sunday was not easy, but it was more of a sadness than a fear and I think it was important I established that. If I had been getting in the car with a pure level of fear, then it wouldn't have been smart for me to race. I did understand that it was just a sadness." 'Just go as fast as possible' "Once we kind of got going, it actually felt like pretty good release. It felt like a de-stress, just racing and competing. Just going at those speeds, it was like flushing out the system and that felt good. "After the race, for sure I was still glad it was done but I did feel better than I did two hours before that. "I'll be honest, the race was fun. It was good to be out there. And as much as I was looking forward to seeing the chequered flag, I did enjoy a pure race on Sunday." The race, he says, acted as a form of catharsis. "When something happens, you've just go to dive back into it, and that's the best way of overcoming it. And I think that's what the race was for us. I told myself little things as well: 'Just go fast as soon as possible. Leave the pits and just go, and try to get into that mode already. Don't tip-toe around. Don't over-think certain places on the track.' "I remember I got out of the pits, drifted out, and forced myself to get into that mindset straight away." This is a reference to his thoughts about going through Raidillon, where Hubert had his crash. It is part of the infamous Eau Rouge swerves, a left-hander over the brow of a hill taken flat out at more than 180mph. "I told myself: 'Go full throttle, and just don't over-think this corner, don't over-think any of it.' Out of the pits... held it full. That was a relief but it felt good to get out there and do that. And that also told me that I was ready to go. "I think if I was, big lift and scared, then that would be a sign that maybe I shouldn't be on the track right now. I guess I wanted to do that to test myself and then it all felt right." Did he talk to the other drivers about it? "I got to speak to a few. I only met Anthoine this year. The Renault Academy boys obviously spent a lot of time with him and I saw them Sunday morning. I spoke to a couple of them Saturday night as well, just over text. "They had done training camps together. They're a little family. They're younger as well. That's where I felt I could try and be a little bit of, in some ways, a father figure to them and comfort them. I was feeling it, but they were more so. We basically gave each other all a hug on Sunday morning. We tried to chat over it a little bit. "And then with the other drivers, I spoke to a few of them, but before the race you could see everyone kind of wanted to be on their own. "Waiting for the driver parade, we were all just standing there. There were a few handshakes or hugs but you could kind of tell everyone was just trying to prepare for the race and it was a tough one. After the race, I spoke to mainly the French drivers, who I knew were closest to Anthoine." The Bianchi factor Hubert is not the first driver Ricciardo has known who has been killed. The last F1 driver to lose his life was the Frenchman Jules Bianchi, who suffered fatal head injuries in a crash at the 2014 Japanese Grand Prix. Ricciardo had come up through the ranks with Bianchi and they were close friends. "Jules' [death] hit me very hard," Ricciardo says. "In a way, not disrespecting it, I was quite surprised how hard it hit me. I didn't expect it to hit me so hard and for it to last so long - the sadness and the hurt from that extended over some period. "With last weekend, you think time kind of cures everything, and it was like, OK, nothing's happened for a while and with good reason. The sport's got safer and we're in a good place. And then it happens. And it's a shock. "It's an anger that it has happened again. We thought we'd moved on from all this. It's when it's refreshed in your mind again and it's there in front of you, it's hard not to take it with difficulty." Has it changed his perspective on racing? "Initially, it did change. Time does cure it. Those intense initial emotions did slowly fizzle out. "With the Jules one, I felt like my purpose and intent after that was, 'OK, if we are going to strap ourselves into these cars, and if we're all aware of the risk, it doesn't make sense to go in half-heartedly. If we're going to do it, go all in, and make it worthwhile.' "I felt like Jules' passing kind of made me embrace the racer even more so. And to be honest this will probably end up having the same effect. "I didn't have that kind of fear in the race. And until that fear steps in, I'll just use it as a form of motivation. However many years I do it, at least I can say I did it right." 'I surprised myself' or how do drivers do it? It can be hard to comprehend how a racing driver can compartmentalise their fears in this way, or the uniqueness of the sort of character required to do a job that they know can kill them, but to go ahead and do it anyway because they love it so much that they can't stop. Can Ricciardo explain what makes F1 drivers able to live with that contradiction? He pauses for a few seconds. "Actually I get goosebumps," he says, "because I don't actually know why or how. "On Saturday night, I felt in no place to drive a race car on the same track the next day. But then even getting out of the pits and going through Raidillon and all that, it was weird how normal and natural it felt. And I can't explain that. "It's probably just when you have a deep passion and love for something, that's the result. To be honest, I surprised myself. And we probably all did on Sunday. "I didn't expect to enjoy any part of the race, no matter where I finished. But I did enjoy being back out there, and that rush of racing. Yes, it was still in your mind, of course. But how we're able to put it to one side for a moment, I can't explain why or how. It does surprise me." The approach to mortality Ricciardo is known for his gung-ho style, and his attacking victories, often made possible by on-the-edge overtaking moves in which he throws the car down the inside of an opponent from an impossible distance back. How does he rationalise the risks, carry on knowing that an injury is always a possibility? "You've got to always control the controllables," he says. "In my case, I guess never get reckless. "After the race or at times you may see me give a driver the finger or show my kind of anger. But I've always tried to teach myself to not let the emotion take over the driver in the race and get reckless, basically. "Yes, I've tried some late overtakes in my time and I've done some moves that might seem risky, but there's always a level of control and calculation in that and it's never done purely on emotion. "So I'll not let myself get reckless or put myself in a position I don't need to be in. Yes, I want to take risks and be on that fine line. But be sensible enough not to over-step it and I think I am able to do that. "From that point of view, I am comfortable hopping in the car. There's obviously the thing of failures and technical stuff that can go wrong. That's an uncontrollable from my side. Can't really think about those actually. And even if you know they're there and present at times, once you put the helmet on and get going, you don't think about it. "It's one of those things that if it happens in the wrong place or the wrong corner, then what do you do? You've got to put that rationale in your head that it could have happened on the way to the circuit, it could have happened on the road." It's rare for racing drivers to discuss danger and the risk of death so openly. Safety is discussed every weekend in F1, but it's normally on an abstract level - what can we do about this gravel trap, or that barrier? Hubert's death has brought it front and centre. Is it hard is it to talk about it? "Of course it is tough to address something that's real and has happened," Ricciardo says, "but it does help to talk about it. Having the comfort of everyone else last weekend and being on the grid together, and talking to some of the other drivers... yeah, it's not fun talking about it, but it also helps relieve any feelings or emotions. "I think just knowing that you're in the same boat with someone else, knowing that you're not alone feeling the way you do, that helps. "So being part of a group or a community. That was where you realise, there are rivalries or whatever, but a rivalry on track doesn't express how much we all have in common and how much we do actually care and feel for each other. "It's tough but it does feel nice to get some of it off your chest." https://www.bbc.com/sport/formula1/49583285

This is what Formula 1 cars will look like in 2021

The ugliest trophies of 2019 to date

General admission nikada nije bio popunjen na Hungaroringu

Suludo je ne koristiti struju na trkama pre svega zbog performansi. Dokle god su baterije ovako teške hibridi jako imaju smisla.

Ja trenutno cepam i Miniku Slatka zajebancija, ali nece jos dugo trajati

Kada ti prevarant da nogu.. Užas

Novi Bonobo

Krenula glasina da Williams sledeće godine prelazi na Rendžine motore.

Goodwood Festival of Speed 2019 Live Stream

Koje sam ja qrate sreće.. Došao sa curom na festival u Sombor, iznajmio predivnu gajbu u samom centru, pogled na trg.. ..a na trgu za dva sta predsednik drži govor.

Moji nisu za menjanje. Slažem se sa Cyrilom kada kaže da se kažnjava Mercedes za odlično urađen posao.

F1 to discuss bringing 2018-spec tyres back after summer break F1 teams will meet with the FIA and Pirelli to formally discuss the idea of going back to the thicker tread 2018 tyre construction after the summer break, Motorsport.com has learned. The meeting has been called by the governing body amid concerns from a number of outfits that the move to a thinner tread this season has hurt their campaign, while it has played a part in Mercedes being able to stretch its advantage at the front of the field. While discussions have taken place among teams in private, the dull French Grand Prix has further increased the conviction of a number of outfits that something needs to change if the season is not going to be a turn off for fans. Read Also: Push for 2018-spec tyres continues despite limited support Pirelli: 2018-spec tyres wouldn't help F1 teams The situation has prompted the FIA's head of single-seater technical matters Nikolas Tombazis to call a meeting before the opening practice session in Austria to see whether there is the majority support required to make a change for after the summer break. Pirelli reduced the thickness of the tread this season by 0.4mm in a bid to rid the tyres of the overheating and blistering issues that teams were so unhappy about last year. In making that change, however, Pirelli has changed the tyre temperature operating window, raising it higher and leaving some teams – like Ferrari and Haas – struggling to get their rubber working properly. Several teams believe that the change in operating temperature has been perfect for Mercedes, because it has historically struggled to not overheat its tyres. While Pirelli has so far been aware of a number of teams being eager for change, it has repeatedly said that until there is a formal request for the tyres to revert to the 2018 spec it cannot do anything. Under F1's rules, a change of specification of tyres will require support from seven of the 10 teams – and it is not automatic that that level of support will be reached. While Ferrari, Red Bull, Toro Rosso and Haas are eager for change, both Alfa Romeo and Renault have expressed reservations about a mid-season swap. However, they may be won over. Mercedes will obviously be against the switch, and McLaren is also understood to not support the change since its car works well with the 2019 tyres. It is probable also that Williams will align itself with Mercedes, since it has close ties to the German car manufacturer. It means that the key vote to get seven in favour could come down to Racing Point which, while being a customer of Mercedes, has faced its own headaches getting on top of the tyres for qualifying. Should the meeting conclude that seven teams are in favour, then it is understood that Pirelli has said it could be ready to bring the new specification tyres to the Belgian Grand Prix. Speaking at the French Grand Prix, Mercedes motorsport boss Toto Wolff said that he felt it was wrong that teams were trying to change the rules to slow his outfit down. "It's pretty logical that the ones that will feel that they haven't understood the tyre properly will try to trigger change in the tyre," he said when asked by Motorsport.com. "My sportsman approach is that I don't think F1 should change the rules because some are doing better than others. "I don't mean in an arrogant way. But on the contrary, this is an unforgiving high-tech sport. We have given it a big push over the winter to get on top of our set-up issues, and understand how the tyres functioned last year." https://www.motorsport.com/f1/news/team-meeting-thicker-tyre-thread-return/4483178/

Isto važi i za gume.. Nikada dominaciju nije činila jedna stvar. Nikada! To je uvek kompletno dobro odrađen posao. Aerodinamika, motor, ogibljenje, balans, kočnice, gume, taktika...i naravno vozač. Mercedes je takreći u svemu najbolji, zato ovakva dominacija

Uff, dobro je da si živ i zdrav 👍

Robert Doornbos na osnovu informacija iz RB-a kaže da Honda zaostaje oko 60ks. Našla se govna.. Divno!

Bravo papaje!! McL mi je ulepšao trku Rendže će se malo popraviti sa ovim apdejtima dok ih ne provale. Alene, Cela ova dominacija Mercedesa nema veze sa hibridima i turbom, već sa činjenicom da ljudi rade perfektno svoj posao. Njihov motor više nije dominantan. Ako se gledaju snaga i Q mode Ferrari je glavni. Mercedes je sastavljen od vrhunskih ljudi koji su odlično organizovani i imaju najveći budžet u sportu. Ne postoje tehnička pravila koja oni ne mogu da provale bolje od drugih. Svaki deo auta je odrađen vrhunski..svaki šraf. Zato ovakva dominacija.Današnja F1 sastavljena od gomile malih stvari na koje se pazi i koje se usavršavaju, a ne od jedne velike ideje ili otkrića.

Fuck yeah!!! Treća u P2 klasi

F1 teams are split over talks on budget reform delay A split has emerged between Formula 1 teams as talks over the future of the sport reach a critical stage. Half the teams object to plans to postpone the finalisation of a budget cap for 2021 from June until October. Alfa Romeo, McLaren, Racing Point, Renault and Williams believe it is a back-door attempt by big teams to water down cost restrictions. But Mercedes and Ferrari reject the claim and say the proposed 2021 rules are "immature" and need more work. The stance of the five teams puts governing body the FIA and Formula 1 in a difficult position because regulations dictate that the 2021 rules have to be finalised by the end of this month, unless they can secure support from all the teams for a delay. And all agree that the sporting and technical rules are not ready for publication. A meeting is planned between the various parties on Thursday, before a meeting of the FIA World Council, F1's legislative body, on Friday, which has to decide what to do about publication of the rules. McLaren chief executive officer Zak Brown, speaking exclusively to BBC Sport, said: "We want what will bring the best balance to the sport. "As a sport we spend way more money than we need to go racing and put on a good show for the fans. We're one of the few industries that hasn't adjusted to today's economic realities and as a major sport we have more financial imbalance among competitors than any other. "We need to push forward so that every team has a reasonable opportunity to be competitive. We need to lock down the future of the sport before it's too late." What are the five worried about? Enforcing an effective budget cap, as well as creating a more equitable split in revenues among the teams, is a matter of critical importance for the smaller outfits because F1 has turned into a two-tier championship. Mercedes, Ferrari and Red Bull have budgets in the region of $300m-400m (£236m-315m) a year. The other teams' budgets range from about $120m-210m (£94m-165m) and as a result they cannot hope to compete. This locks in a situation where the smaller teams can never hope to win a race - and can only manage a podium finish in races where there are lots of incidents. Renault, McLaren, Racing Point, Alfa Romeo and Williams feel that the current arrangements for the budget cap in 2021 are acceptable and do not want to open the door to any further changes. The original plan was for the cap to be set at $150m a year, but after more than a year of talks that number has gone up to $175m, in addition to several exclusions. Drivers, the salaries of the three highest paid executives, engine bills, marketing and hospitality, and race weekend travel and accommodation are not included in the cap. That could amount to as much as $75m extra, depending on the team. The five would have preferred to have the figure set at $150m, but have agreed to the compromise number of $175m with the concession that it is introduced in 2021. Previously, a glide path down to the ultimate cap over three years from 2021 to 2023 had been planned. But the teams will not sign off on a delay to the sporting and technical regulations without the budget cap being secured this month. Their position effectively means the FIA has to either give in to their demands and fix the financial regulations now, or be forced to publish the entire set of 2021 rules at a time when the sporting and technical sides are not ready. That is a significant problem for F1 and the FIA because major changes are being planned to the cars for 2021 to enable them to follow each other more closely and create better racing. If these are not thoroughly researched, the risk of problems when the cars emerge is significantly greater. Renault F1 managing director Cyril Abiteboul said he had been "surprised" a delay was now being proposed. He said: "The more time passes, the better it looks to be for the established teams taking advantage of their current power. "I understand everyone accepts the principle of the financial regulations, budget cap, plus the figures and exclusions that have been come up with. So for me there is no reason to not set that in stone unless people are not acting in good faith and are willing indeed to get something different from what has been, we believe, agreed." Abiteboul added that confirming the financial regulations was "paramount". "We don't want to be confrontational or force the system to adopt a set of regulations if they are not ready," Abiteboul said, "so we are prepared to give more time to the various stakeholders without killing the momentum. Because I think there is a good momentum right now because of the emergency. When you remove the emergency there is always a risk of losing the momentum. "But putting that aside, one thing that is really paramount for us is the financial regulations, for a couple of reasons. "The main one is that we need to have some certainty now about the commercial set-up of F1 because we are still in the process of building our team, of finding what is the right operating level, and the figures we have now are very different from the ones that were floated by [commercial rights holder] Liberty and the FIA a bit more than a year ago. "So who knows what will be the situation in six months' time? So at some point it is good to take stock and draw a line in the sand and say: 'This is what will happen.' And we will be able to make our plans." What about the big teams? Mercedes and Ferrari say they simply want to ensure the rules, when they are published, are effective and do the job they were intended to do. Ferrari team boss Mattia Binotto said: "On the principle of the objectives, we are all on the same page and have been since the first time. But time is running out and we are late and the regulations have just been published and are not mature enough to be voted [on] so I think postponing was the proper decision." World champions Mercedes say they support the budget cap and think $175m is a sensible figure. And they point out that in recent seasons they have proved on several occasions that they were open to changes of rules even though these could have jeopardised their advantage. Mercedes F1 boss Toto Wolff said changing the rules might not have the outcome some would like. "The default reaction in the past when big teams were running away was to change the [regulations] in the hope people will catch up," he said. "The opposite is the case. If you leave regulations alone, eventually performance will converge." Changes were made to the front wing rules and tyre construction for this season with the intention of making the racing better, but the effect has been the opposite because Mercedes have adapted better and dominated the season. Wolff said: "As in the past, teams lobby for change because they believe rolling the dice can be an advantage for them. In 2019, none of that has happened. So we are back to square one. "We are making that mistake over and over again but it is very difficult from our position to be credible and be heard because people believe we want to maintain the rules as they are to maintain our advantage." https://www.bbc.com/sport/formula1/48600136

Rići opet pokazao zašto je plaćen sve one pare.. Još da mu napravimo auto kakav zaslužuje... Motor nam je izgleda jako lepo proradio. McLaren i Rendža su najviše napredovali u odnosu na prošlu godinu.